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ubaru vehicles are equipped with either a
Conventional or Enhanced Evaporative
Emissions Control System. Both systems
function to prevent unburned Hydrocarbons from
escaping to the atmosphere.
Conventional Evaporative components
include the following:
1. Fuel Cap Construction incorporates a relief
valve that allows air to enter the tank in the
event a vacuum develops.
2. Canister Temporarily stores evaporative gas
from the fuel tank.
3. Purge Control Solenoid Valve Controls the
flow of stored evaporative gas from the canis-
ter to the intake manifold.
4. Two Way Valve Controls air flow to the fuel
tank. High tank pressure opens the valve
allowing the pressure and evaporative gas to
the canister. Low tank pressure closes the valve
allowing atmosphere to the fuel tank through a
pinhole in the valve.
5. Fuel Cut Valve Used on AWD models.
Prevents liquid fuel from entering the evapo-
rative line.
Evaporative
Emissions
System Theory
Evaporative
Emissions
System Theory
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The fuel separator allows fuel
vapor to condense and return to the
tank as liquid. Some models use a plas-
tic tank mounted in the trunk or cargo
areas. Other models use an air space
designed into the fuel tank to condense
fuel vapors.
System Operation The ECM
grounds the purge control solenoid,
turning it on. Ported vacuum then
removes the stored evaporative gas
from the canister. System activation is
controlled based upon coolant tem-
perature, engine load and vehicle
speed inputs.
Enhanced Evaporative
components include:
1. Canister Function is unchanged,
however the shape is more boxy
and is located under the right rear
of the vehicle.
ECM
Canister
Filter
Charcoal Filter
Spring
Air
Grid
From Fuel
Tank
To Purge Control
Solenoid Valve
Conventional Evaporative System
Enhanced Evaporative System
Canister
Purge
Control
Solenoid
Valve
Roll Over Valve
Fuel Tank
Two-Way Valve
Fuel Cut Valve
Throttle Body
Fuel Gauge
Throttle Body
Purge Control
Solenoid Valve
Canister
Vent
Control
Solenoid
Valve
Pressure Control
Solenoid Valve
Fuel Level
Sensor
Fuel Temperature
Sensor
Fuel Tank
Fuel Cut Valves
Fuel Tank
Pressure Sensor
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2. Pressure Control Duty Solenoid
Adjusts the pressure inside the
fuel tank from a signal from the
ECM. It also controls the flow of
evaporative gas from the fuel tank
to the canister.
3. Vent Control Solenoid Valve
Controls the flow of atmospheric
pressure to the canister. During
normal operation the valve is
open allowing atmospheric pres-
sure to the canister. During the
time the ECM is checking the
integrity of the evaporative sys-
tem the valve is closed to isolate
the system from atmosphere.
4. Air Filter Filters air as it enters
the vent control solenoid valve.
5. Fuel Tank Pressure Sensor
Monitors fuel tank pressure and
sends an input signal to the ECM.
System Operation Optimum
purge control is programmed in the
ECM and is influenced by engine load,
coolant temperature and vehicle speed.
When fuel tank pressure is low,
the pressure control solenoid valve
closed. The vent control solenoid is
open and the purge control duty sole-
noid is active.When fuel tank pressure
is high, the pressure control solenoid
valve is open.
The fuel caps of both systems
have a vacuum relief valve that allows
atmospheric pressure to enter the fuel
tank. This prevents vacuum from
forming as the fuel is used, and acts as
a back up for the two way valve.
Evaporative Emissions System Theory
Air Filter
Element
Case
In Out
Cap
Bracket
Vent Control Solenoid Valve
Canister
Air
Shaft
Packing
Coil
Moving Core
Yoke
O-Ring
Stator Core
Valve
Spring
Pressure Control Duty Solenoid
Pin Hole
From Fuel
Tank
To Canister
Valve
Seat
Connector
Terminal
Spring Body
Plunger
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Both systems use a rollover valve
located under the center rear of the
vehicle. Rollover valve operation pre-
vents fuel from flowing through the
evaporative line in the event of a vehi-
cle rollover. Valve operation is per-
formed by gravity and the position of
two Ball Valves.
Roll Over Valve in Normal Vehicle Position
Ball Valve A
With Vehicle on its Side With Vehicle on its Roof
O-Ring
O-Ring
Ball Valve B
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On Board Refueling Vapor Recovery
On Board Refueling Vapor Recovery (ORVR) controls
the pressure inside the fuel tank and collects fuels vapors
during all vehicle operating conditions and during the time
the vehicle is being refueled.
ORVR Components include:
I Fuel Cut Valve (FCV) Prevents liquid fuel from entering
into the evaporative line.
I Valve Vent Controls the flow of fuel vapors during the
time the vehicle is being refueled.
I Pressure Difference Detecting Line Directs atmospher-
ic pressure to the back side of the valve vent diaphragm.
I Orifice Chamber Drains fuel from the pressure differ-
ence detecting line into the tank.
I Shut Valve Closes the evaporation line when a filler gun
is inserted into the filler neck. Prevents fuel vapors from
escaping to atmosphere while refueling.
I Tank Pressure Sensor Monitors fuel tank pressure for
diagnosis.
I Vent Line Directs fuel vapors from the valve vent to the
canister during the time the vehicle is being refueled.
I Pressure Control Valve (PCV) Controls the flow of fuel
vapors from the tank to the canister, except during the
time the vehicle is being refueled. Also controls the flow
of atmospheric pressure to the tank when a negative pres-
sure develops.
I Drain Valve Provides a pathway to atmosphere for air after
the fuel vapors have been removed by the charcoal element
of the canister (only while the vehicle is being refueled).
ORVR System Operation
While Driving
While driving, the fuel tank pres-
sure is applied to one side of a
diaphragm inside the Pressure Control
Valve. When the pressure is greater
than atmospheric, a port inside the
PCV opens. This allows fuel vapors
to the canister. If negative pressure
exists, the PCV opens allowing atmos-
pheric pressure to the fuel tank.
While Refueling
As fuel fills the tank during refu-
eling, the air inside the tank is dis-
placed carrying fuel vapors with it.
This large increase in pressure opens
the valve vent allowing the fuel vapors
to the canister.
The continued filling of the tank
pushes the remaining air and fuel
vapors through the canister. The char-
coal element of the canister absorbs
the fuel vapors an directs fuel vapor-
free air to the atmosphere though the
drain valve and air filter.
The PCV is checked by the ECM
for circuit malfunction. Drain valve
checks include circuit and perform-
ance checks.
ORVR System While Refueling
Drain Vent: Open
Fresh Air
Evaporation Gas
PCV: Close
Valve Vent:
Open
Drain Valve: Open
Shut Valve:
Close
Evaporation
Gas
ORVR System While Driving
Valve Vent:
Close
Shut Valve:
Open
PCV: Open
or Close
Evaporative Emissions System Theory
Pressure Sources Switching
Operation
A Pressure Sources Switching
solenoid (PSSS) is used on 1995 and
newer Subaru vehicles equipped with
OBD II.The PSSS functions via an ECM
ground signal and switches to allow
atmospheric pressure to reach the pres-
sure sensor during engine start, then
every 30 minutes or 3.1 miles. The
PSSS switches to allow manifold pres-
sure to reach the pressure sensor when
not switched to atmosphere.
1995 and Newer Manifold
Front of Vehicle
To Canister
5 2 7
8
3
4
6
1
1. Fuel Pressure
Regulator
2. Throttle Body
3. Canister Purge
4. Pressure Sensor
5. Pressure Sources
Switching Solenoid
6. EGR Solenoid
7. EGR Valve
8. Back Pressure
Transducer
: Hose
: Pipe
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The passageway to atmosphere on conventional evapo-
rative systems accesses the atmosphere via the evaporative
canister. Enhanced evaporative systems access the atmos-
phere via an extension of the PSSS.
The pressure sensor functions to monitor manifold and
atmospheric pressure. PSSS position determines the pres-
sure source. Changes in pressure (positive or negative) pro-
duce a changing reference voltage signal. Reference voltage
signal changes are used by the ECM to determine optimum
ignition timing and injection duration.
Canister purge flow is also monitored with the Pressure
Sensor. The PSSS switches to atmosphere while the purge
control solenoid is on.
ORVR Component Changes
The fuel tank and ORVR components have been
relocated on 2000 and later Legacy models.This makes nec-
essary movement of key fuel system plumbing. One such
movement involves a new hose, which is routed from
the fuel neck to the vent control valve located on the
drivers rear of the fuel tank. The routing carries the hose
through the inner fender into the passenger compartment.
The hose is protected by a metal cover, which must be
removed to gain access to the quick connector (Figure 1).
The quick connector must be disconnected before the fuel
tank is lowered.
Movement of the fuel tank is accompanied by a change
in the fuel pump assembly design and location. The fuel
pump assembly and sub pump pickup assembly are now
accessed from under the rear seat (Figure 2). The pumps
are located on the lower level of the fuel tank which makes
it necessary to remove the fuel from the tank before remov-
ing the fuel pump or sub pump pickup assemblies. Failure to
remove fuel from the tank will result in fuel being intro-
duced into the passenger compartment.
A fuel drain is located on the passenger side, front of the
fuel tank. Use of this drain will lower the fuel from the high
Figure 1: Hose Quick Connector
Figure 2: Fuel Pump and Sub Pump Unit Access
Figure 3: Resin Based Fuel Pump Assembly
Figure 4: Round Fuel Filter Housing
Evaporative Emissions System Theory
side of the tank and totally drain the passenger side of the
saddle tank.The sub pump pickup side of the tank (the driv-
ers side) will remain full. Consult the appropriate Subaru
service manual on proper procedure for draining all fuel
from the fuel tank.
The body of the new fuel pump assembly is resin based
(Figure 3). The gasket for the assembly has two location
prongs that must be pulled into the outer cover.The assem-
bly includes a round housing (Figure 4) designed to accept
a fuel filter. However, vehicles for the North American mar-
ket do not have a filter located on the fuel pump.
The small wire connected to cap area of the fuel pump
housing carries static charges away from the pump body to
vehicle ground (Figure 5).
The low fuel level sensor operation has also been
enhanced. The sensor itself works the same as before.
However, the low level when sensed triggers a circuit locat-
ed in the fuel gauge to maintain the low level indicator illu-
mination until fuel is added to the tank.
Figure 5: Static Charge Wiring